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3 Sheets-Sheet 1.

fau/enfer Patentedl Nav. l1, 1884.

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(No Model.)

C. W. WILLIAMS, G S. BARNUM 8v E. B. IVES. APPARATUS I'OR MAINTAININGELECTRICAL CONNECTIONS. No. 307,888.

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Patented Nov. 11. 188A.

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(No Model.)

C. W. WILLIAMS, G. S. BARNUM 8v E. B. I'VES. APPARATUS PON MAINTAININGELECTRICAL CONNECTIONS.

-(No Model.)

s sheets-sheet s.'

C. W. WILLIAMS, G. S. BARNUM 8v E. B. IVES. ATEAEATUS ECE MAINTAINTNC.ELECTRICAL CONNECTIONS.

Patelnted Nov. 1x1, 1884.

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UNTTEE STaTEs PATENT Ottica.

CHARLES XV. VILLIAMS, OE CAVE CITY, KENTUCKY, GEORGE S. BARNUM, OEATLANTA, GEORGIA, AND EDWARD B. IVES, OE N E\Y YORK, N. Y.

APPARATUSVFSOR MAINTAINING ELECTRICAL CONNECTlONS.

JPECEFICATEON forming part of Letters Patent No. 307,8S8, dated November11, 1884.

Application tiled December 24, 1883.

To @ZZ whom, it may concern:

Be it known that we, CHARLES W. WILL- IAMs, of Cave City, Barren county,Kentucky, GEORGE S. BARNUM, of Atlanta, in the county of Fulton andState of Georgia, and 'EDWARD B. TvEs, of the city of New York, in thecounty and State of New York, havejointly invented a new and usefulimprovement in apparatus for maintaining electrical connection between astat-ionary electrical instrument and au' electrical instrument on a carmoving on the metal rails of a railway, of which the following is aspecification.

The object of our invention is to establish continuous electricalconnection between an electro-telegraphic instrument on a car moving ona railroad andlocal telegraph-stations, so that telegraphiccommunications may be transmitted between such carand stations. Our 2Ogeneral plan is to run a wire conductor along by the side of therailroad in near proximity to the outside of one of the rails, the wirebeing connected to the main battery on the line and properly grounded atits termini; to divide the rails into insulated sections, and atsuitable intervals along the line to locate on the -road-bedcurrent-Shifters or key-blocks, whereby the current is shifted orswitched from the conducting-wire onto one ofthe rails 3c of the sectionupon which the car at the time is entering, the said section being usedas the conductor at that point, and the current from the rail being ledthrough a telegraphic instrument in the car and back to the main-lineconductor, so that the current will thus pass through the car while itis traversing the said section, the operation being repeated on each ofthe sections of the rail, a similar currentshifter being located at eachinsulated point 4o of section ofthe rail used as a part of the maincircuit. In this plan the apparatus of the said key or switch blocks isactuated by one or more batteries located on the train, which operate toshift the current at the several keyblocks in succession as the trainpasses over the road.

XVe will now proceed to describe the apparatus embodying our invention,having reference to the accompanying drawings, in which- 5o Figure l isa side elevation of one side of a (No model.)

car (the body being shown in section) carrying a telegraphic instrumentand the devices employed to make connection between the same andcontact-plates on the main-line conductor, showing also said main-lineconductor (in dotted lines) with its contact-plates and the rail used asa part of the main circuit. Eig. 2 is also a side elevation of theopposite sides of three cars, (their bodies being also shown insection,) showing thereon the batter- 6o ies and the shoes or plateswhich, by passing through the key or switch blocks, shift the maincurrent, together with the other rail of the road. Eig. 3 is an enlargedview, partly invsection, of the device used to make contact 6 5 betweenthe wire from the telegraphic instrument and the contact-plates on themain conductor. Fig. 4 is a plan view of the rails of the road, showingtheir sections, two key or switch blocks, and a car the shoe upon which7o has just opened the left-hand block; and Figs. 5 to l2, inclusive,are detail views of parts of the several devices hereinafter described.Ei g. 13 is a plan view of three cars, showing the relative positions ofthe wires C and plates Z Z on the front and rear ends ofthe train withreference to cach other and the relative positions of the springs G G G3G4, &c., and the insulated points of section of the rails; and Fig. 14is a plan View of the arrangement of 8o said wires, plates, springs, andinsulated points of sect-ion when by the use of a switch one set ofwires C is dispensed with.

A Arep'resent the rails of the road divided into sections, the severalsections being insu- 8 5 lated one from another by some suitableinsulating material, a, interposed between the ends ofthe rails at theirseveral points of section, as at b c.

B represents the main-line-wire conductor, 9o with a main battery at d,Eig. 4, grounded at e c. Along this wire at suitable intervals, as at f,contact-plates E, to be hereinafter more particularly described, areplaced, the said plates being so connected with the line-.wire that thecurrent passes through them.

E represents a car on the track, into and through which the current isto be continuously passed from the rail to the main-line conductor asthe car passes over the road. Ioo

The contact-plates E, before referred to, consist of a bar or plate ofmetal (shown in Figs. 9 and l0) mounted upon a spring consisting,preferably, of a wire wound in two coils, g g', at its ends. These saidcoils are placed upon a staple, g2, which may be driven into a suitableinsulating bed-piece, usually attached to one of the railway-ties. Thewire is then bent into a loop and the looped portion attached to the baror plate E, so that it will stand in near proximity and at right anglesto the side of the rail and have a yielding vertical motion, theconducting-wire being so connected thereto that the current will passthrough the plate.

To insure contact between the plate E and the device on the car, aboutto be described, we preferably corrugate the upper surface of saidplate, as shown in Fig. 9.

The device for establishing a continuous metallic connection between thecontact-plates E in the main conductor and the instrument on the carconsists of a metal wire, preferably a number of iron or steel wiresarranged horiA zontally parallel to each other, and so attached to thecar that they will slide along in Contact with said plates E as the carmoves over the track. In Figs. l and 3 these Wire connections arerepresented at C. They extend preferably from one truck-frame to theother, and are stretched taut and in range with said plates E, so as tomake contact with them.

The devices for supporting and stretching these wires consist of strongbars C, one on each truck-frame, to which they are rnily bolted by bolts7L h. Arranged to slide on each bar is a collar, C3, on the lower sideof which is a lug, t', in an opening in which is a thimble, fu, of someinsulating material, the said wires C being secured to and at the sametime insulated from said lugs. j j are nuts working on screw-threads cuton the said bars, and between the said nuts and collars are spiralsprings k k. By ruiming out the nuts upon the screw-threads the springswill, as is obvious, be forced against the collars and the collarspushed toward the outer ends of the bars, thus giving tension to thewires. The semi-elliptic springs G4 (l5-fone bolted to each of thecar-trucks F3-provide an elastic bridge near each end of the wires C,between which they are stretched and carried down to the `level of thecontact-plates E. insulating material m2 is interposed between saidsprings and wires. These contact-wires are thus carried by the car,insulated from it. The contact-plates E are placed at such intervals onthe line-wire that said contact-wires G will always rest upon one ormore of said plates E.

The key or switch blocks located, as before stated, one near theextremity of each section of the rail used as a part ofthe main-linecircuit, are represented in Fig. 4.

The object of the device, as already indicated, is to break the maincircuit at the point where the block is located, and to connect one ofthe ends so broken with the rail ofthe section of the road upon whichthe train is entering, leaving the other end in connection with thecontact-platesV at and before that point. This operation is effected bymeans of electro-magnets on the ground actuated by a battery on thetrain, there being preferably provided one battery at the forward end ofthe train to actuate the keyblock to break the circuit and shift thecurrent into the rail when going for\vard,and another independentbattery at the rear end of the train to close the main circuit at thepreceding key-block, and thus shift the current back into the mainlineconductor at thelatter point. XVhen running backward,the offices of thebatteries are reversed, but as the two sets df plates Z Z, by means ofwhich the connection is effected between the batteries and theswitch-blocks are not both in use at the same time, one batterv properlyconnected to both of said sets (if plates would perform the entireservice; in

fact, in running forward the rear set of platesA alone is necessary, andvice versa 5 but in Aorder to provide for running both ways we employtwo sets, a set being needed at the end of the train last passing theswiteh,in whichever direction the train is moving, each being so placedon the car as to make the connections necessary to actuate the magnetsto break the circuit at the block it is passing after the last pair ofwheels of the train pass the insulated point of section of rail A, andto close the circuit at the preceding block before said last pair ofwheels has passed the insulated point of sect-ion in the rail A,for thepurposes llereinafter set forth.

To obtain a connection between the battery on the train and theelectro-magnets on the ground or roadway,the apparatus we use consistsof the following devices: For the circuit of each battery, and at eachend of the train, a circuit-closer (shown in detail in Figs. 7 and S)consisting of two plates, ZZ', laid together fiatwise, with insulatingmaterial m interposed between them, is provided, and said plates areseverally connected with the poles of the battery D by wire-connectionsl and 2. These plates are carried by or suspended from the truck-framesof the forward and rear cars, and located as near their respective endsof the train as convenient, in order that the sections of rail A may bemore easily proportioned, in the manner and for the purpose hereinafterdescribed. They are attached, preferably, to the truck-frames bysemi-elliptic springs 0, bolted at their ends to the propertruck-frames, and carrying the plates suspended from their lower faces,and so located as to range a little outside of the rail of the road, anda little above the level of said rail, to avoid striking crossings,switches, &c., the springs o being arranged to allow them a slightvertical but no lateral motion. These plates are insulated from thesprings o by insulating material m, interposed between said plates andsprings.

IOO

IIO

ing the wire connections (shown in the drawings as attached to themagnets H2 H3) all connected to one magnet occupying their position.rlhese magnets H H H2 H3 are located upon a suitable bed or support upon the ground in proximity to theside of the rail. H and H yhavearmatures u u', each being mounted upon swinging arms or levers u2 ci,that are respectively pivoted in suitable supports at q q. The armaturesu a5 of the magnets H2 His are both mounted on the same swinging arm orlever u, which ispivoted at gf and normally held with its attachedarmatures away from magnets H2 H3 by a spring (indicated by dottedlines) at said point of pivot. These magnets are so placed that thelever yu, when swinging on its pivot, moves in a plane per pendicularwith the plane of movement ofthe levers u2 uit, and can engage with theinner ends of either or both of said levers. The lever a Las at itsinner end two catches, s, which engage with the inner ends of saidlevers ata, respectively, when the armatures of the magnets H H aredrawn toward the said magnets. The arm u being common to the twounlatching-magnets HZ H3, if either or both are charged, theirrespective armatures will be attracted, and, moving toward the magnets,would (when placed as shown) lower the inner end of the lever u andrelease the arms u? or ai, either or both, from engage'- menttherewith.v The latches on this lever u are so shaped, as shown in Figs.11 and 12, that if one of the levers in the line-say itt-is drawn down,it will press back said lever u, as represented in Fig. 12, and releasethe lever at from its catch. The effect of this arrangement is to renderit impossible for both at and u to be latched at tl e same time, unlessH and H be simultaneously charged, which in this system does not occur.The main circuit through the key-block is from the mainline wire,(indicated in Fig. 4 by the broken line composed of dashes andintermediate dots,) the levers ut ci, posts v a, against which posts theinner ends of the levers u2 ai, respectively, rest when in their normalposition, having metallic contact therewith, andwire 50; and it isevident that the said circuit will be broken whenever either of the saidlevers (and we will here say the lever u2, as shown in Fig. 4, block l)is with its ar- Amature drawn toward the magnet and out of contact withits respective post; but when this occurs there is at the same time aconnection established between the said lever u? and the rail A at a',and the current passes thence through the car and back to the main-lineconductor, as hereinafter described, and will so continue until the saidlever u2 returns to its normal position in contact with the post x. Theconnection between the lever u2 and the rail A at n is made by means ofthe post x2 and wires 33 and 16, the lever u2, when drawn toward themagnet H, being brought in contact with said post x2, as shown in Fig.4. At the same time that said lever is thus drawn into contact with thepost x2 it will be locked in position by the catch on the end of thelever a, and will so remain until the catch is disengaged therefrom bythe action of magnet H2 or H3 upon its armature and attendant lever a,or the action of the lever ai upon the inner end of said lever u, ashereinbefore described. The course ofthe current through the main-lineconductor, the rail, the car, and back to said conductor beyond theblock,when connection is broken at post w and closed at x2, is asfollows: from the main-line wire through lever fz, to post at, thence bywires 33 and 16 to rail A at n, from the rail to the wheel and aXleofthe car, thence by wire 18 to the instrument in the car, through thisand wire 19 to wires C, and thence to the contactplates E located at theinsulated point of section b of rail A, through wires 2O and 50, thepost x', lever a3, and so on the main-line wire again, it being observedthat the contact-plates E placed at the insulated points of section ofthe rail A, as at I), have no connection with the main-line conductor,except through wires 20 and 50, and corresponding wires ruiming from theplates sii'nilarly located to posts occupying positions in each blocksimilar to m fr', but that said main-line conductor is at each blockconnected to the outer ends of swinging levers corresponding to leversu2 ai* in block l. After passing the point e on wire B the wires C ofcourse make contact with the plates E, directly on said wire B, withoutpassing the current iii-st through wires 2O and 50, post x, and levera3.

Upon the'cross-ties, and in the vicinity of every key or switch block,preferably in the position shown at G G G'L G5 in block l, Fig. 4, areplaced two of the devices, (shown in detail in Figs. 5 and 6,) whichconsist of two semi-elliptical springs, G G', placed side by side, withtheir convex faces toward each other, as shown in said figures. They areheld-in place by any suitable means which will permit them to haveaslighthorizontal movement parallel to the rails of the road, thearrange ment shown in said figures consisting of rods p, passing throughholes in the ends ofthe springs G G, said ends being turned at rightangles to the rods, as shown, and the rods being fastened at their endsin the cross-ties. Said springs should not have contact with the rails,and should be sufficiently near each other to be both touched by theplatesZZ, respectively, when said plates are passed between them, and

I CC

IIO

the two pairs should be far enough apart to allow the plates Z Z. tohave left one pair before making contact with the next. At each end ofthese springs, but not in contact with the rods p, are placed contactstuds or posts 1' 1" 12 1"2 18 12 1lo r, respectively, that are madefast in their positions. Tire-connection is established b'etween 1" and12, through the electro-magnet H, by means of the wires 3 and 8. andbetween posts 18 and 1'-0 and rail A at n, and A at 10, respectively, bymeans ofwires 4 and 5. 111 and 1"11 are connected to the magnet H bywires 34 and 35 and 1"' and 1-2 are connected to 7 section Y of rail Aat 1t, and rail A at w', respectively, by wires 16 and 17 Thecircuitshifter, composed of the plates Z Z, heretofore described, is soconnected to the truck-frame and held in position thereon that it willpass between the said springs G G', and in contact with them and thesucceeding pairs when the car passes by them, the friction between thesprings and the plates being sufficient to force the springs along onthe rodsp in the direcrection the train is going-say from left toright-into contact with the studs 14 113. Now, at the instant that thisoccurs the battery-circuit through the magnet H is closed, whereby thesaid magnet is charged and its armature u attracted, drawing the leveru2 out of contact with the post 12, and the main current is therebyshifted from the main-line conductor to the rail, as before described,the battery-circuit being then from one pole of the battery on the trainthrough wire 1, the plate Z, spring G, stud 1', wire 3, magnet H, wireS, stud 13, spring G', plate Z, and wire 2 to the other pole of thebatteryl) on the train. The mainline circuit through rail A, section Y',continues, as has been described, until the lever u2 is unlocked andallowed to resume its normal position in contact with post x. Theunlocking of said lever is accomplished as follows: Vhen the rear car ofthe train has reached the next succeeding switch-block J, the circuitshifter and closer thereon, passing between the springs G6 GT andleaving them, immediately slides between the springs G2 G, pressing themagainst the studs 1n4 and 1, and completing the circuit of the batteryon the car, which is then as follows: From one pole of the battery,through wire 1, plate Z, to spring G2,contactstud1"", through wire 22 torail A at 102, to w', through Iwire 15, magnet H2,wire 29, and lever u2to post x2, thence by wires 33 and 16 to rail A at 1t', to n2, thence bywire 21 to the stud 1, spring G3, plate Z', and wire 2 to the other poleof the battery, whereby the magnet H2 is charged, and its armature beingattracted draws down the inner end of the lever u, and unlocks the levera2, which returns to its normal position in contact with post x,

thereby re-establishing the normal main-line v circuit through switchblock l. It will of course be seen that there must be no connection fromrail A to rail A on the section at the end of which is the switch to beclosed by the shifter on a train going either way, through the wheelsand axles ofthe cars,at the instant that the plates ZZ pass betweensprings G2 G,

(if block l is to be closed,) so that the current may be compelled tofollow the course just indicated. To insure this, the insulated point ofsection in rail A must be so located that the last pair of wheels of thetrain shall have passed the insulated point of section before the saidplates Z Z on the rear car make contact with said springs G2 G3, or theplates on the other end of the train make contact with springs GG G7, ifthe train is passing from right to left. For this purpose we makeinsulated points of section on both sides of the various blocks, as atc, at a sufficient distance from the farther pair of springs in thenearest adjacent block as will permit the train to have passed over itbefore the current-shifter reaches said farther pair of springs. As thesection of the main-line conductor immediately preceding the block l isentirely out of circuit after the circuit is broken at that block by themovement of lever u2 from post x to post m2, and before the current atthe preceding block is shifted from the rail back to the said section ofthe main-line conductor, it is necessary, in order to prevent amomentary cessation ofthe current from one end of the line to the otherthrough lthe instrument on the car, that the wires C should have reachedthe plate E opposite the center of block I, before the plates Z Z passbetween the springs G G, completing the battery-circuit, by means ofwhich magnet H is charged and said lever u2 moved, and to accomplishthis we locate said wires C and plates Z Z in such relative positions onthe train that such connection between C and E is made an instant beforesaid plates ZZ reach said springs G G; and as until the plates Z Z havereached the springs G* G5 the circuit is still open at the precedingblock,and no current can pass into section Y of rail A, and thence tothe instrument on the car, said springs and plates should be so placedwith reference to the distance from the plates to the last pair ofwheels of the car, and that from the end of the section to the secondset y of springs (here G* G5) that the last wheels of the car will nothave left section Y of rail `A until said plates have made connectionwith the second set of springs, thereby closing the preceding block andpermitting the current to resume its normal circuit at that point and topass from the main-line wire through thevarious connections to section Yof rail A, and th ence to the instrument on the car. In backing, thesame rule applies, although it would be with regard to the plates at therear of the train and wires C, and therefore to then prevent a breakthere would need be a second set of wires C, arranged relatively to thelastnamed plates, as shownl in Fig. 13. The same result may however besecured by having one set ot' wires C, as shown in Fig. 14, extend in aline parallel to one set of said TOO IIO

plates, and beyond them the required distance in either direction, andthen by an ordinary switch, O, under the control ot' the operator,cutting ott` the plates at the opposite end of the train from thebattery when running the train in a direction that would pass thoseplates rst through the springs. Of course, if the train consists of butone car, only one set of wires C and plates Z Z would be necessary. XVealso preferably provide electrical connection between wire 18 and morethan one axle of the train, that there may be no break at the instanteither of them passes over the insulating material separating oneportion of rail A from the adjacent one. Special devices for thispurpose are usually unnecessary, for ordinarily thereis electricalconnection between all the axles of a train through the metal employedin the construction of the cars. Now, let it be supposed that the train,instead of going onto blocl; J, had stopped and run back past block I.The plates I Z at the rear of the train or those at the front, if theothers are switched olf) will pass through springs G4 G, putting them incontact with posts rw r, The current from the battery then goes by wire1, plate Z, spring G, post r1, wire 35, through magnet H, wire 34 topost r,

spring G, plate l', wire 2, and the other pole of the battery. Theeiiect of this is to charge the magnet H, thereby drawing to it armaturea', swinging lever a3 on its pivot g and latching it. At the same timethe inner end of the arm u, pressing back the inner end of a, releasesQ, as has been described. at returns to its normal position in contactwith post a', and restores the main circuit at that point, which willthen be from the-mainline wire to lever a2, thence to post x, wires 50and 20, contact-plate E at b, to contactwires C, wire 19, through theinstrument on the car, wire v1S, the axle and wheel ofthe car, rail A,section Y, wire 4, from a, wire 14, post a, lever as, and the main-lineconductor at q. The next key or switch block will be set incorresponding' manner, if tothe right by the left-hand magnet and leyer,and vice versa, and they are unlocked and restored to their normalposition, as described, but one magnet being needed to lock and one tounlock the switches when the train moves in one direction. It is thusseen that the current will always be automatically shunted, so that itsonly circuit is through the car, whichever way thc train is moving. ableto place the wires C on one side of the train and the plates Z Z' on theother, and when this is done the plates E and the springs G G must beupon corresponding opposite sides of the track, when care must be takenthat the wire-connections at the key-blocks should pass under and beinsulated from the rails. Springs g g may be placed on the rods p, andsecured thereto, preferably att-he center, or with their inner endsresting against a colla-r, g5, secured to saidk rods p at the center tohold the springs It is prefer- G G', &c., as nearly as may be, in oneposition on 'said rods p when they are not in contact with plates Z Z,and to return them to said position after such contact.

That we claim,and desire to secure by Let-v ters Patent, is-

1. In a railroad-telegraph,the combination, with the iron rails of theroad that are divided into insulated sections, as described,of amainline-wire conductor located along by the side and in the vicinity ofone of the rails, and of the described current-shifter o'rswitch-block,consisting of an eleetro-magnet and a pivoted lever in the said mainline, and connected to the armature of the magnet aforesaid, so as to beactuated thereby, and. the described wire-connection between said leverand one of the iron rails of the road,whereby when the said lever isdrawn toward the magnet the current is broken through the main-lineconductor and shifted into the said rail, as and for the purposedescribed.

2. In arailroad-telegraph, the combination, with the mainlinewircconductor ranged along by the side of one of the rails, and in its nearvicinity, of a series of contact-plates, E,in the said line, thedescribed current-shifter .or switch-block, whereby the current may beshifted, as described, into one of the rails, the wires C on therailway-car adapted to make contact with the said contact-plates, asdescribed. and the described wire-connections between the parts, wherebywhen th'e current is shifted from the said line-wire conductor to therail it will pass from the rail through the car and atelegraph-instrument thereon, and back to the niain-line-wire conductorthrough the wires G and the said contact-plates E, all as described, andfor the purpose specitied.

3. The combination of the semi-elliptical springs G G, the contact-postsr r3, and the described wire-connections, the magnet H, the battery D ona car, the insulated plates ZZ', attached to the car, as described, andwireconnections 1 and 2 between the poles of said battery and saidplates, whereby the circuit of IOO IIO

the saidbattery, when the said plates ZZ pass f between and in contactwith said semi-elliptical springs G G', and thereby force them intocontact with the studs r r, is closed through the described plates,springs, posts, and wires, and the magnet is thereby charged, all as andfor the purpose described.

4. In a railwaytelegraph, thc combination, with the described insulatedsectional rails of the road, of the semi-elliptical springs GL G3, thecontact-posts r rl, the insulated plates Z Z', carried on the rear carof a train passing through switch-block J from switch-block I,- and thebattery I), with its wire-connections 1 and 2, on the train, thedescribed wire and rail, electrical connections between saidcontact-posts and the rails, the magnet H2, and its armature at,attached to the catch-lever a in switch-block I, whereby when the saidsprings are, by the passage between theni of said plates, carried on therear ear of the train, forced into Contact with said posts r* 9'?, thecircuit ofthe said battery is closed through t-he said connections, saidrails, and the magnet H2, the lever u2 is thereby unlocked, and themain-line circuit, previously broken at is thereby reelosed, as and forthe purpose specified.

5. In a railway-telegraph,the combination, with described insulatedsectional rail of the road, of the semi-elliptical springs G* G5, thecontaet-posts 1" r, the insulated plates ZZ', with theirwire-connections l and 2, and the battery D on a car,passing `fromswitch-block J through switch -bloek I, when locked, as shown, post x,and the described wire-connection between said post and the rail, wires34 and 35, magnet H', with its armature u', attached to the lever v@andthe eateh-leveru", all in switch-block I, whereby when the said springsare, by the passage between them of ye y sof/,88e

the plates Z Z', carried as described, forced into contact with saidposts rw r, the circuit of said battery is closed through the saidconnectionsY and the magnet H, said magnet is charged, said lever u2 isthereby unlocked, and the main-line circuit, previously broken at x, isthereby reelosed, while at the saine time it is broken at x and shiftedinto section Y of rail A, and the lever u is locked by the catch at theinner end of lever u".

GHAS. W. VILLIAMS. GEORGE S. BARNUM. EDWARD B. IVES. fitnesses for\Vi1lia1ns:

E. G. GLLINE, CARL Ross. Vitnesses for Barnum: L. L. McOLosKEY, ALEX. B.RANDALL. NVitnesses for Ives:

XV. T. VILLIAMs, Ron'r. K. GRIERsoN.

